Pivotable Wing M-Gull Configurations for VTOL and Forward Flight
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Solution Overview
Problem
Current aircraft designs face limitations in transitioning seamlessly between thrust-borne vertical lift and wing-borne forward flight modes, particularly in achieving stable and efficient operations for both VTOL and high-speed flight, with existing VTOL aircraft often requiring complex configurations and additional aerodynamic surfaces.
Innovation Solution
The aircraft features a fuselage with a pivotable wing that transitions between an M-wing configuration for vertical lift and a gull wing configuration for forward flight, utilizing a distributed thrust array and a flight control system to manage propulsion and wing configuration, allowing for efficient pitch, roll, and yaw control in both modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If a fixed-wing aircraft uses conventional straight or swept wings, then forward flight performance is improved, but vertical takeoff and landing capability is lost
Solution Approach 1:
The wing configuration is made dynamically adjustable through pivotable outboard sections that can transition between different geometric configurations (flat, dihedral, M-wing) based on flight mode requirements. This allows the same wing structure to optimize performance for both forward flight and vertical takeoff/landing operations.
Solution Approach 2:
The wing is designed to perform multiple functions by adopting different configurations: it provides efficient forward flight capability in straight/swept configurations, and enables VTOL operations in M-wing or dihedral configurations. This multi-functionality eliminates the need for separate specialized wing designs for different flight modes.
2Stability of the object's composition
If VTOL aircraft use complex configurations with additional aerodynamic surfaces, then vertical lift stability is improved, but device complexity increases
Solution Approach 1:
The wing is divided into inboard and outboard sections that can pivot independently relative to each other. This segmentation allows the outboard sections to be positioned in different configurations (folded back for M-wing, extended for dihedral) to provide vertical lift stability without requiring additional separate aerodynamic surfaces.
Solution Approach 2:
The stabilizing aerodynamic surfaces required for VTOL operations are integrated into the wing structure itself through the pivotable outboard sections. When positioned in dihedral or M-wing configurations, these wing sections provide both lift and stability functions, eliminating the need for separate stabilizing surfaces.
3Use of energy by moving object
If the wing configuration is fixed for forward flight, then aerodynamic efficiency is improved, but transition capability to VTOL mode is lost
Solution Approach 1:
The wing configuration is made dynamically adjustable through pivotable outboard sections that can transition between different geometric configurations (flat, dihedral, M-wing) based on flight mode requirements. This allows the same wing structure to optimize performance for both forward flight and vertical takeoff/landing operations.
4Adaptability or versatility
If the aircraft uses a tiltrotor configuration with proprotors, then VTOL capability is achieved, but structural complexity and weight increase
Solution Approach 1:
The invention extracts the VTOL capability from complex tiltrotor mechanisms and implements it through a simpler distributed electric propulsion system with multiple independent propulsion assemblies. This removes the heavy mechanical tiltrotor structure while maintaining vertical lift capability through electrically controlled thrust vectoring.
Solution Approach 2:
The mechanical tiltrotor system is replaced with an electrically controlled propulsion system where independent propulsion assemblies can vector thrust electronically without mechanical tilting mechanisms. This substitution significantly reduces structural complexity and weight while achieving the same VTOL functionality.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design enables stable and efficient vertical takeoff and landing, as well as high-speed forward flight, with improved aerodynamic stability and reduced need for additional surfaces, enhancing versatility and operational efficiency.
Implementation Method 1
A thrust array, including a plurality of propulsion assemblies, is coupled to the wing
Implementation Method 2
The wings generally have an airfoil cross section that generates the lift force to support the airplane in flight
Implementation Method 3
the center of gravity of the aircraft located below the outboard sections of the wing and located with respect to the center of lift such that the aircraft is longitudinally stable
Data Source
AI summary
An aircraft includes a fuselage coupled to a wing having a dihedral root section with first and second outboard sections pivotably coupled to respective outboard ends thereof. A thrust array is coupled to the wing. A power system is operably associated with the thrust array to provide power to each of a plurality of propulsion assemblies. A flight control system is operably associated with the thrust array and the wing. The flight control system is operable to control the thrust output from the propulsion assemblies and the configuration of the wing. In a thrust-borne vertical lift mode, the wing has an M-wing configuration with the center of gravity of the aircraft located between the outboard sections of the wing. In a wing-borne forward flight mode, the wing has a gull wing configuration with the center of gravity of the aircraft located below the outboard sections of the wing.